Dual braking system

Abstract

The utility model discloses a dual-brake system, which comprises a rotary brake interface assembly and a brake assembly, the movable braking executing mechanism is arranged between the rotary braking interface assembly and the dynamic mechanical energy interaction interface and comprises a braking force transmission intermediary part and a friction energy dissipation unit, the braking force transmission intermediary part is used for being matched with the dynamic mechanical energy interaction interface, and the friction energy dissipation unit is hinged to the braking force transmission intermediary part; the friction energy dissipation unit and the rotary braking interface assembly are oppositely arranged; the force adjusting mechanism is arranged on the side, facing the friction energy dissipation unit, of the braking force transmission intermediary part and used for being matched with the friction energy dissipation unit so that the friction energy dissipation unit and the rotary braking interface assembly can be locked or loosened.

Description

Technical Field

[0001] This utility model belongs to the field of braking technology, and specifically relates to a dual braking system. Background Technology

[0002] The currently published patent CN212796399U proposes a brakeable movable wheel. It achieves braking function through a support frame, turntable, wheel, and a mechanical linkage structure including a spring plate, brake plate, and reset plate. The braking action is completed by utilizing the elastic deformation of the spring plate and the engaging engagement of the turntable's teeth, combined with the hinged linkage of the brake plate and reset plate. While this structure has the advantages of simplicity and ease of assembly, it suffers from the following significant limitations in practical applications: the spring plate is prone to fatigue and aging, leading to insufficient braking reliability; durability and maintenance costs are high; and the braking force is determined by both the pedal depth and the nonlinear deformation of the spring plate, making it difficult for users to precisely control light and heavy braking. Therefore, a novel dual braking system is needed to improve these problems. Utility Model Content

[0003] To address the aforementioned problems, the primary objective of this invention is to provide a dual braking system that solves the current technical issues of insufficient braking reliability, high durability and maintenance costs, and poor maneuverability.

[0004] To achieve the above objectives, the technical solution of this utility model is as follows:

[0005] This utility model provides a dual braking system, including:

[0006] Rotary braking interface component;

[0007] A movable braking actuator is disposed between the rotary braking interface component and the dynamic mechanical energy interaction interface, including a braking force transmission intermediary and a friction energy dissipation unit. The braking force transmission intermediary is used to couple with the dynamic mechanical energy interaction interface, and the friction energy dissipation unit is hinged to the braking force transmission intermediary. The friction energy dissipation unit is disposed opposite to the rotary braking interface component.

[0008] A force adjustment mechanism is disposed on the side of the braking force transmission intermediary facing the friction energy dissipation unit, and is used to cooperate with the friction energy dissipation unit to lock or release the friction energy dissipation unit from the rotary braking interface assembly.

[0009] A movable braking actuator is positioned between the rotary braking interface component and the dynamic mechanical energy interaction interface. This actuator includes a braking force transmission intermediary and a friction energy dissipation unit. The side of the braking force transmission intermediary away from the friction energy dissipation unit engages with the dynamic mechanical energy interaction interface to compress or release it. When the braking force transmission intermediary compresses the interface, it restricts its rotation; when it releases, it releases the interface's degree of freedom. The side of the friction energy dissipation unit away from the braking force transmission intermediary engages with the rotary braking interface component to compress or release it. When the friction energy dissipation unit compresses the component, it brakes to decelerate; when it releases, the component is unrestricted. Thus, by controlling the locking or unlocking of the friction energy dissipation unit and the rotary braking interface component through a force adjustment mechanism, this dual braking design—combining mechanical braking of the rotary braking interface component and friction braking of the movable braking actuator—avoids the risk of single-braking failure and improves the braking reliability and response speed of the dual braking system. Furthermore, this dual braking system has a compact structure and is suitable for dynamic mechanical energy interaction interfaces of various mobile devices, such as handcarts, medical devices, and industrial equipment.

[0010] Furthermore, the force adjustment mechanism includes:

[0011] The rotating part has one end connected to the braking force transmission intermediary, and the other end extends toward the friction energy dissipation unit and bends toward a direction away from the rotary braking interface assembly.

[0012] The first mating part is disposed on the rotating part and is used to mate with the friction energy dissipation unit.

[0013] The braking force transmission intermediary and the friction energy dissipation unit are connected by a rotating part. The force transmission is achieved through the bending design of the rotating part, optimizing the distribution of braking force. The first mating part cooperates with the friction energy dissipation unit to form the braking control of the friction energy dissipation unit by the first mating part, improving braking accuracy and stability.

[0014] Furthermore, the force adjustment mechanism also includes:

[0015] The second mating part protrudes from the rotating part and is located between the first mating part and the braking force transmission intermediary, and is used to cooperate with the friction energy dissipation unit.

[0016] By having the first and second mating parts cooperate with the friction energy dissipation unit respectively, a multi-stage braking control is formed, improving braking accuracy and stability.

[0017] Furthermore, the first mating part is a roller; and / or the second mating part is a roller; either the first mating part or the second mating part is used to push the friction energy dissipation unit to squeeze the rotary braking interface assembly to decelerate.

[0018] Furthermore, the braking force transmission intermediary is hinged to the friction energy dissipation unit; and / or,

[0019] The rotating part is hinged to the braking force transmission intermediary.

[0020] By hinged to the braking force transmission intermediary and the friction energy dissipation unit, the friction energy dissipation unit can adaptively adjust its angle to ensure full contact with the rotary braking interface component. The hinged connection between the rotating part and the braking force transmission intermediary improves transmission flexibility and reduces the risk of mechanical jamming.

[0021] Furthermore, the movable braking actuator also includes:

[0022] An elastic element, connected between the braking force transmission intermediary and the friction energy dissipation unit, is disposed on the side of the force adjustment mechanism facing the friction energy dissipation unit. The elastic element is a return spring, used to realize the movable connection between the braking force transmission intermediary and the friction energy dissipation unit, providing an automatic reset function, quickly returning to its original position when the brake is released, and also used to enhance the clamping force of the friction energy dissipation unit, improve braking response speed, and reduce loosening problems caused by long-term use.

[0023] Furthermore, a curvature-adaptive friction interface layer is provided on the side of the braking force transmission intermediary away from the friction energy dissipation unit. The working surface of the curvature-adaptive friction interface layer matches the outer contour of the wheel. The curvature-adaptive friction interface layer is used to increase the contact area with the dynamic mechanical energy interaction interface, thereby improving the braking force. It is suitable for high-load scenarios and protects the side of the braking force transmission intermediary near the dynamic mechanical energy interaction interface to reduce local wear of the braking force transmission intermediary and increase its service life.

[0024] Furthermore, the rotary braking interface assembly includes a first toothed disc and a second toothed disc, wherein the second toothed disc is disposed between the first toothed disc and the friction energy dissipation unit;

[0025] The first mating part and / or the second mating part are used to push the friction energy dissipation unit to squeeze the first toothed disk so that the first toothed disk meshes with the second toothed disk to reduce speed.

[0026] The second gear plate works in conjunction with the first gear plate to enhance the friction braking effect, while also forming a mechanical lock with the first gear plate to prevent accidental slippage.

[0027] Furthermore, it also includes:

[0028] A bracket for mounting the rotary braking interface assembly;

[0029] The clamping plates are disposed on opposite sides of the bracket, and the movable braking actuator and the force adjustment mechanism are disposed between the two clamping plates; wherein,

[0030] The braking force transmission intermediary and the friction energy dissipation unit are hinged to the two clamping plates, and the two clamping plates are used to install the dynamic mechanical energy interaction interface; the rotating part is hinged to the two clamping plates.

[0031] The bracket and the clamp form a stable support frame, ensuring the precise alignment of the movable braking actuator and the force adjustment mechanism; the clamp fixes the hinge point, reducing the swaying of moving parts and improving braking stability.

[0032] Furthermore, the force adjustment mechanism also includes:

[0033] The pedal is fitted onto the outer peripheral surface of the rotating part away from the braking force transmission intermediary; the outer surface of the pedal is provided with a concave-convex structure.

[0034] The pedal is attached to the rotating part, making it easy for users to operate with their feet and improving ease of control. The concave-convex structure enhances friction during pedaling, preventing slippage and making it suitable for wet or oily environments.

[0035] Compared with the prior art, the beneficial effects of this application are as follows: The dual braking system includes: a rotary braking interface assembly; a movable braking actuator disposed between the rotary braking interface assembly and the dynamic mechanical energy interaction interface, including a braking force transmission intermediary and a friction energy dissipation unit, wherein the braking force transmission intermediary is used to cooperate with the dynamic mechanical energy interaction interface, the friction energy dissipation unit is hinged to the braking force transmission intermediary, and the friction energy dissipation unit is disposed opposite to the rotary braking interface assembly; and a force adjustment mechanism disposed on the side of the braking force transmission intermediary facing the friction energy dissipation unit, used to cooperate with the friction energy dissipation unit to lock or release the friction energy dissipation unit from the rotary braking interface assembly. A movable braking actuator is positioned between the rotary braking interface component and the dynamic mechanical energy interaction interface. This actuator includes a braking force transmission intermediary and a friction energy dissipation unit. The side of the braking force transmission intermediary away from the friction energy dissipation unit engages with the dynamic mechanical energy interaction interface to compress or release it. When the braking force transmission intermediary compresses the interface, it restricts its rotation; when it releases, it releases the interface's degree of freedom. The side of the friction energy dissipation unit away from the braking force transmission intermediary engages with the rotary braking interface component to compress or release it. When the friction energy dissipation unit compresses the component, it brakes to decelerate; when it releases, the component is unrestricted. Thus, by controlling the locking or unlocking of the friction energy dissipation unit and the rotary braking interface component through a force adjustment mechanism, this dual braking design—combining mechanical braking of the rotary braking interface component and friction braking of the movable braking actuator—avoids the risk of single-braking failure and improves the braking reliability and response speed of the dual braking system. Furthermore, this dual braking system has a compact structure and is suitable for dynamic mechanical energy interaction interfaces of various mobile devices, such as handcarts, medical devices, and industrial equipment. Attached Figure Description

[0036] Figure 1 This is a three-dimensional schematic diagram of a dual braking system according to the present invention.

[0037] Figure 2 This is a schematic diagram of the structure of a dual braking system for removing the friction energy dissipation unit according to this utility model.

[0038] Figure 3 This is a schematic diagram of the structure of a dual braking system with a friction energy dissipation unit according to the present invention.

[0039] In the diagram: 1. Dynamic mechanical energy interaction interface; 10. Rotary braking interface component; 11. First gear disc; 12. Second gear disc; 20. Movable braking actuator; 21. Braking force transmission intermediary; 22. Friction energy dissipation unit; 23. Elastic component; 24. Curvature adaptive friction interface layer; 30. Force adjustment mechanism; 31. Rotating part; 32. First mating part; 33. Second mating part; 34. Pedal; 35. Concave-convex structure; 40. Bracket; 41. Clamping plate. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0041] To achieve the above objectives, the technical solution of this utility model is as follows:

[0042] See Figures 1-3 As shown, this utility model provides a dual braking system, including: a rotary braking interface component 10, a movable braking actuator 20, and a force adjustment mechanism 30; the movable braking actuator 20 is disposed on the side of the rotary braking interface component 10 facing the force adjustment mechanism 30, including a braking force transmission intermediary 21 and a friction energy dissipation unit 22, the braking force transmission intermediary 21 is used to couple with the dynamic mechanical energy interaction interface 1, the friction energy dissipation unit 22 is hinged to the braking force transmission intermediary 21, and the friction energy dissipation unit 22 is disposed opposite to the rotary braking interface component 10; the force adjustment mechanism 30 is disposed on the side of the braking force transmission intermediary 21 facing the friction energy dissipation unit 22, and is used to cooperate with the friction energy dissipation unit 22 to lock or release the friction energy dissipation unit 22 from the rotary braking interface component 10.

[0043] A movable braking actuator 20 is disposed on the side of the rotary braking interface assembly 10 facing the force adjustment mechanism 30. The movable braking actuator 20 includes a braking force transmission intermediary 21 and a friction energy dissipation unit 22. The side of the braking force transmission intermediary 21 away from the friction energy dissipation unit 22 is used to cooperate with the dynamic mechanical energy interaction interface 1 to squeeze or release the dynamic mechanical energy interaction interface 1. When the braking force transmission intermediary 21 squeezes the dynamic mechanical energy interaction interface 1, it restricts the rotation of the dynamic mechanical energy interaction interface 1. When the braking force transmission intermediary 21 releases the dynamic mechanical energy interaction interface 1, it releases the degree of freedom of the dynamic mechanical energy interaction interface 1. The side of the friction energy dissipation unit 22 away from the braking force transmission intermediary 21 is used to cooperate with the rotary braking interface assembly 10 to squeeze or release the rotary braking interface assembly 10. When the friction energy dissipation unit 22 squeezes the rotary braking interface assembly 10, the rotary braking interface assembly 10 brakes to decelerate. When the friction energy dissipation unit 22 releases the rotary braking interface assembly 10, the rotary braking interface assembly 10 is unrestricted. Therefore, by controlling the locking or unlocking of the friction energy dissipation unit 22 and the rotary braking interface assembly 10 through the force adjustment mechanism 30, a dual braking design is adopted, combining mechanical braking of the rotary braking interface assembly 10 and friction braking of the movable braking actuator 20. This avoids the risk of single braking failure and improves the braking reliability and response speed of the dual braking system. Furthermore, this dual braking system has a compact structure and is suitable for handcarts, medical devices, industrial equipment, etc.

[0044] Furthermore, the force adjustment mechanism 30 includes a movable component; the braking force transmission intermediary 21 includes a movable plate. The force adjustment mechanism 30, i.e., the movable component, includes: a rotating part 31 and a first mating part 32; one end of the rotating part 31 is connected to the braking force transmission intermediary 21, i.e., the movable plate, and the other end extends toward the friction energy dissipation unit 22 and bends away from the rotating braking interface assembly 10; the first mating part 32 is disposed on the rotating part 31 and is used to cooperate with the friction energy dissipation unit 22. The rotating part 31 connects the braking force transmission intermediary 21 and the friction energy dissipation unit 22 respectively, and the bending design of the rotating part 21 achieves force transmission, optimizing the distribution of braking force. The first mating part 32 cooperates with the friction energy dissipation unit 22, forming braking control of the friction energy dissipation unit 22 by the first mating part 32, improving braking accuracy and stability.

[0045] Furthermore, the force adjustment mechanism 30, i.e., the movable component, also includes a second mating part 33; the second mating part 33 protrudes from the rotating part 31 and is located between the first mating part 32 and the braking force transmission intermediary 21, i.e., the movable plate, for mating with the friction energy dissipation unit 22. By having the first mating part 32 and the second mating part 33 respectively cooperate with the friction energy dissipation unit 22, multi-level braking control is formed, improving braking accuracy and stability.

[0046] Furthermore, the first mating part 32 is a roller; and / or the second mating part 33 is a roller; either the first mating part 32 or the second mating part 33 is used to push the friction energy dissipation unit 22 to compress the rotary braking interface assembly 10 to reduce speed. The roller structure is used to reduce frictional loss between the friction energy dissipation unit 22 and the first mating part 32 or the second mating part 33, extending its service life. The roller can smoothly push the friction energy dissipation unit 22, making the braking process smoother and avoiding impact or wear caused by sudden braking.

[0047] Furthermore, the braking force transmission intermediary 21, i.e., the movable plate, is hinged to the friction energy dissipation unit 22; and / or, the rotating part 31 is hinged to the braking force transmission intermediary 21, i.e., the movable plate. By hinged to the friction energy dissipation unit 22, the friction energy dissipation unit 22 can adaptively adjust its angle, ensuring full contact with the rotary braking interface assembly 10. The hinged connection of the rotating part 31 to the braking force transmission intermediary 21, i.e., the movable plate, improves transmission flexibility and reduces the risk of mechanical jamming.

[0048] Furthermore, the movable braking actuator 20 also includes an elastic element 23, connected between the braking force transmission intermediary 21 (i.e., the movable plate) and the friction energy dissipation unit 22, and disposed on the side of the force adjustment mechanism 30 (i.e., the movable component) facing the friction energy dissipation unit 22. The elastic element 23 is a return spring, used to realize the movable connection between the braking force transmission intermediary 21 (i.e., the movable plate) and the friction energy dissipation unit 22, providing an automatic reset function, quickly returning to its original position when the brake is released, and also used to enhance the clamping force of the friction energy dissipation unit 22, improve the braking response speed, and reduce loosening problems caused by long-term use.

[0049] Furthermore, a curvature adaptive friction interface layer 24 is provided on the side of the braking force transmission intermediary 21, i.e., the movable plate, away from the friction energy dissipation unit 22. The working surface of the curvature adaptive friction interface layer 24 is used to match the outer contour of the dynamic mechanical energy interaction interface 1. The working surface is an arc-shaped structure with constant curvature, and the arc-shaped structure is an arc-shaped brake pad. The material of the arc-shaped brake pad includes a rubber-metal composite material. The curvature adaptive friction interface layer 24 is used to increase the contact area with the dynamic mechanical energy interaction interface 1, improve the braking force, and is suitable for high-load scenarios. It protects the side of the braking force transmission intermediary 21, i.e., the movable plate, close to the dynamic mechanical energy interaction interface 1 to reduce local wear of the braking force transmission intermediary 21, i.e., the movable plate, and increase its service life.

[0050] Furthermore, the rotary braking interface assembly 10 includes a first toothed disc 11 and a second toothed disc 12, with the second toothed disc 12 disposed between the first toothed disc 11 and the friction energy dissipation unit 22. A first mating part 31 and / or a second mating part 32 are used to push the friction energy dissipation unit 22 to press the first toothed disc 11, causing the first toothed disc 11 to mesh with the second toothed disc 12 for deceleration. It should be noted that during braking, the rotary braking interface assembly 10 is clamped by the friction energy dissipation unit 22, converting kinetic energy into heat energy through friction to achieve deceleration. The second toothed disc 12, in cooperation with the first toothed disc 11, enhances the friction braking effect and simultaneously forms a mechanical lock with the first toothed disc 11 to prevent accidental slippage.

[0051] Furthermore, the dual braking system provided by this utility model also includes: a bracket 40 and a clamping plate 41; the bracket 40 is used to install the rotary braking interface component 10; the clamping plate 41 is disposed on opposite sides of the bracket 40, and the movable braking actuator 20, the force adjustment mechanism 30, and the dynamic mechanical energy interaction interface 1 are disposed between the two clamping plates 41; wherein, the braking force transmission intermediary 21, the friction energy dissipation unit 22, and the dynamic mechanical energy interaction interface 1 are hinged to the two clamping plates 41; the rotating part 31 is hinged to the two clamping plates 41. The bracket 40 and the clamping plate 41 form a stable support frame, ensuring the precise alignment of the movable braking actuator 20 and the force adjustment mechanism 30; the clamping plate 41 fixes the hinge point, reducing the swaying of the moving part 30 and improving braking stability.

[0052] Furthermore, the force adjustment mechanism 30, i.e., the movable component, also includes: a pedal 34, which is sleeved on the outer peripheral surface of the rotating part 31 away from the braking force transmission intermediary 21, i.e., the movable plate; the outer surface of the pedal 34 is provided with a concave-convex structure 35. When the pedal 34 is manually pressed, the brake is triggered. The pedal 34 sleeved on the rotating part 31 facilitates user foot operation and improves ease of control. The concave-convex structure 35 enhances the friction when pedaling, prevents slippage, and is suitable for wet or oily environments.

[0053] It should be noted that, since the dynamic mechanical energy interaction interface 1 is hinged between the two clamping plates 41 via a wheel axle, and the clamping plates 41 are fixed on the bracket 40, a stable rotational support structure is formed. When not braking: The dynamic mechanical energy interaction interface 1 can rotate freely around the wheel axle for normal travel; when braking: the braking force transmission intermediary 21, i.e., the movable plate, contacts and presses the surface of the dynamic mechanical energy interaction interface 1 through the curvature adaptive friction interface layer 24, limiting the rotation of the dynamic mechanical energy interaction interface 1 through friction braking; the user steps on the pedal 34, driving the rotating part 31 to rotate around the hinge point, and the bending design of the rotating part 31 transmits the force to the first mating part 32; the first mating part 32 rolls along the surface of the friction energy dissipation unit 22, pushing the friction energy dissipation unit 22 to move towards the rotary braking interface assembly 10, and the friction energy dissipation unit 22 presses against the first toothed disc 11 of the rotary braking interface assembly 10, generating friction torque, converting the kinetic energy of the dynamic mechanical energy interaction interface 1 into heat energy dissipation, at which time the second toothed disc 12 is not engaged, and only deceleration is achieved through friction braking, so the first mating part 32 and the friction energy dissipation unit 22 press against the first toothed disc 11, which is suitable for light braking or slow stopping. Therefore, by squeezing the first toothed disc 11 through the friction energy dissipation unit 22, the rotary braking interface component 10 is directly braked, and the braking force transmission intermediary 21 simultaneously squeezes the surface of the dynamic mechanical energy interaction interface 1, and the frictional resistance is increased by the curvature adaptive friction interface layer 24; the rotational resistance of the dynamic mechanical energy interaction interface 1 comes from both the friction braking of the rotary braking interface component 10 and the surface squeezing of the braking force transmission intermediary 21, forming a bidirectional braking redundancy.

[0054] Furthermore, the advantages of the above design are as follows: the clamping plate 41 fixes the dynamic mechanical energy interaction interface 1 and the brake assembly, ensuring precise alignment of each component during braking and avoiding uneven wear; the roller design of the first mating part 32 makes the pedaling force and braking force linearly related, allowing the user to precisely control light / heavy braking; the curvature adaptive friction interface layer 24 protects the surface of the dynamic mechanical energy interaction interface 1; and the first gear 11 is made of highly wear-resistant materials such as cast iron or ceramic composite materials, extending its service life. Through the hinged design of the dynamic mechanical energy interaction interface 1 and the clamping plate 41, combined with the roller push of the first mating part 32, this invention can achieve efficient and stable friction braking in the initial braking stage, providing a buffer for the subsequent mechanical locking, i.e., the engagement of the second gear 12, balancing safety and comfort.

[0055] In summary, when the manual pressure on pedal 34 is relatively small, the force is transmitted to the first mating part 32 through the rotating part 31, pushing the friction energy dissipation unit 22 towards the rotary braking interface assembly 10. The friction energy dissipation unit 22 presses against the first toothed disc 11 of the rotary braking interface assembly 10, decelerating the dynamic mechanical energy interaction interface 1 through friction. At this time, the second toothed disc 12 is not engaged with the first toothed disc 11, relying solely on friction braking. It should be further explained that when the pedal 34 is pressed down further with greater force, the force adjustment mechanism 30 presses down further, and the second mating part 33 pushes the friction energy dissipation unit 22 to increase the pressing force, triggering the mechanical lock: the friction energy dissipation unit 22 presses the first toothed disc 11 against the second toothed disc 12, the two discs mesh, forming a rigid mechanical lock, and the dynamic mechanical energy interaction interface 1 is completely locked, unable to rotate, and enters an emergency braking state.

[0056] When the dual braking system is in use, the rotary braking interface assembly 10 includes a first toothed disc 11 and a second toothed disc 12, which achieve mechanical locking through the meshing of the toothed discs; the movable braking actuator 20 includes a braking force transmission intermediary 21 and a friction energy dissipation unit 22, which generates friction braking by squeezing the dynamic mechanical energy interaction interface 1 through the braking force transmission intermediary 21 and squeezing the rotary braking interface assembly 10 through the friction energy dissipation unit 22; the pedaling force is transmitted through the rotating part 31 and the roller to control the contact between the friction energy dissipation unit 22 and the rotary braking interface assembly 10; the elastic element 23 provides a restoring force to ensure rapid return to position after the brake is released.

[0057] Furthermore, the rotary braking interface assembly 10 includes a brake disc, the movable braking actuator 20 includes a brake caliper, the friction energy dissipation unit 22 includes brake pads, the curvature adaptive friction interface layer 24 includes arc-shaped brake pads, and the dynamic mechanical energy interaction interface 1 includes a wheel. The dynamic mechanical energy interaction interface 1 can also be other components to be braked. The process of achieving dual braking in this dual braking system is as follows:

[0058] 1. When the dual braking system is in its initial non-braking state:

[0059] The braking force transmission intermediary 21, i.e., the movable plate, is separated from the dynamic mechanical energy interaction interface 1, i.e., the wheel; the friction energy dissipation unit 22, i.e., the brake pad, is not in contact with the rotary braking interface assembly 10, i.e., the brake disc; the rotating part 31 is in its natural position, and the roller does not press the friction energy dissipation unit 22, i.e., the brake pad; the elastic member 23 remains in an extended state, maintaining the gap between the friction energy dissipation unit 22, i.e., the brake pad, and the rotary braking interface assembly 10, i.e., the brake disc.

[0060] 2. When the dual braking system is in the light braking phase and friction braking takes priority:

[0061] When the user presses pedal 34, the force is transmitted through rotating part 31 to first mating part 32, pushing friction energy dissipation unit 22 (i.e., brake pads) towards rotary braking interface assembly 10 (i.e., brake disc). Friction energy dissipation unit 22 (i.e., brake pads) press against the first toothed disc 11 of rotary braking interface assembly 10 (i.e., brake disc), decelerating the dynamic mechanical energy interaction interface 1 (i.e., wheel) through friction. At this time, the second toothed disc 12 is not engaged with the first toothed disc 11, relying solely on friction braking.

[0062] Therefore, when the dual braking system is in the light braking phase and friction braking takes priority, the braking force is linearly controllable, making it suitable for light braking or slow stopping.

[0063] 3. When the dual braking system is in the heavy braking phase, the mechanical lock engages:

[0064] Continue pressing pedal 34, the force adjustment mechanism 30 (i.e., the moving component) is further pressed down, and the second mating part 33 pushes the friction energy dissipation unit 22 (i.e., the brake pad) to increase the squeezing force; mechanical locking is triggered: the friction energy dissipation unit 22 (i.e., the brake pad) presses the first gear 11 against the second gear 12, the two gears mesh, forming a rigid mechanical lock. The dynamic mechanical energy interaction interface 1 (i.e., the wheel) is completely locked, cannot rotate, and enters an emergency braking state.

[0065] Therefore, when the dual braking system is in the heavy braking phase, it can prevent the dynamic mechanical energy interaction interface 1, i.e., wheel slippage, when friction braking fails, and is suitable for high load or emergency braking.

[0066] 4. When the dual braking system is in the brake release phase, release the pedal 34:

[0067] The elastic element 23 rebounds, pulling the friction energy dissipation unit 22, i.e., the brake pads, out of the rotating braking interface assembly 10, i.e., the brake disc, and the gear plate engagement is released; the braking force transmission intermediary 21, i.e., the movable plate, resets, and the dynamic mechanical energy interaction interface 1, i.e., the wheel, resumes free rotation.

[0068] This utility model provides a dual braking system, in which a movable braking actuator 20, i.e., a brake caliper, is positioned between the rotary braking interface assembly 10 (brake disc) and the dynamic mechanical energy interaction interface 1. The movable braking actuator 20, i.e., the brake caliper, includes a braking force transmission intermediary 21, i.e., a movable plate, and a friction energy dissipation unit 22, i.e., a brake pad. The side of the braking force transmission intermediary 21, i.e., the movable plate, away from the friction energy dissipation unit 22, i.e., the brake pad, is used to cooperate with the dynamic mechanical energy interaction interface 1, i.e., the wheel, to compress or release the dynamic mechanical energy interaction interface 1. When the braking force transmission intermediary 21, i.e., the movable plate, compresses the dynamic mechanical energy interaction interface 1, it restricts the rotation of the dynamic mechanical energy interaction interface 1. When component 21 (the movable plate) releases the dynamic mechanical energy interaction interface 1, it releases the degree of freedom of the dynamic mechanical energy interaction interface 1. The friction energy dissipation unit 22 (the brake pad) is located away from the braking force transmission intermediary component 21 (the movable plate) and is used to cooperate with the rotary braking interface assembly 10 (the brake disc) to either compress or release the rotary braking interface assembly 10 (the brake disc). When the friction energy dissipation unit 22 (the brake pad) compresses the rotary braking interface assembly 10 (the brake disc), the rotary braking interface assembly 10 (the brake disc) brakes to decelerate. When the friction energy dissipation unit 22 (the brake pad) releases the rotary braking interface assembly 10 (the brake disc), the rotary braking interface assembly 10 (the brake disc) is unrestricted. The friction energy dissipation unit 22 (the brake pad) is progressively pushed by the roller, resulting in a linear relationship between the pedaling force and the braking force, allowing for more precise control. The engagement of the first toothed disc 11 and the second toothed disc 12 is triggered only under greater braking force, preventing sudden locking. Suitable for higher loads and speeds, such as industrial equipment wheels and medical devices.

[0069] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A dual braking system, characterized in that, include: Rotary braking interface component; A movable braking actuator is disposed between the rotary braking interface component and the dynamic mechanical energy interaction interface, including a braking force transmission intermediary and a friction energy dissipation unit. The braking force transmission intermediary is used to couple with the dynamic mechanical energy interaction interface, and the friction energy dissipation unit is hinged to the braking force transmission intermediary. The friction energy dissipation unit is disposed opposite to the rotary braking interface component. A force adjustment mechanism is disposed on the side of the braking force transmission intermediary facing the friction energy dissipation unit, and is used to cooperate with the friction energy dissipation unit to lock or release the friction energy dissipation unit from the rotary braking interface assembly.

2. The dual braking system as described in claim 1, characterized in that, The force adjustment mechanism includes: The rotating part has one end connected to the braking force transmission intermediary, and the other end extends toward the friction energy dissipation unit and bends toward a direction away from the rotary braking interface assembly. The first mating part is disposed on the rotating part and is used to mate with the friction energy dissipation unit.

3. A dual braking system as described in claim 2, characterized in that, The force adjustment mechanism further includes: The second mating part protrudes from the rotating part and is located between the first mating part and the braking force transmission intermediary, and is used to cooperate with the friction energy dissipation unit.

4. A dual braking system as described in claim 3, characterized in that, The first mating part is a roller; and / or the second mating part is a roller; the first mating part or the second mating part is used to push the friction energy dissipation unit to squeeze the rotary braking interface assembly to decelerate.

5. A dual braking system as described in claim 2, characterized in that, The braking force transmission intermediary is hinged to the friction energy dissipation unit; and / or The rotating part is hinged to the braking force transmission intermediary.

6. A dual braking system as described in claim 1, characterized in that, The movable braking actuator further includes: An elastic element is connected between the braking force transmission intermediary and the friction energy dissipation unit, and is disposed on the side of the force adjustment mechanism facing the friction energy dissipation unit.

7. A dual braking system as described in claim 1, characterized in that, The braking force transmission intermediary is provided with a curvature adaptive friction interface layer on the side away from the friction energy dissipation unit; The working surface of the curvature adaptive friction interface layer matches the outer contour of the dynamic mechanical energy interaction interface.

8. A dual braking system as described in claim 1, characterized in that, The rotary braking interface assembly includes a first toothed disc and a second toothed disc, with the second toothed disc disposed between the first toothed disc and the friction energy dissipation unit.

9. A dual braking system as described in claim 2, characterized in that, Also includes: A bracket for mounting the rotary braking interface assembly; Card plates are disposed on opposite sides of the bracket, the movable braking actuator and the force adjustment mechanism are disposed between the two card plates, and the two card plates are used to install a dynamic mechanical energy interaction interface; wherein, The braking force transmission intermediary and the friction energy dissipation unit are hinged to the two clamping plates; the rotating part is hinged to the two clamping plates.

10. A dual braking system as described in claim 2, characterized in that, The force adjustment mechanism further includes: The pedal is fitted onto the outer peripheral surface of the rotating part away from the braking force transmission intermediary; the outer surface of the pedal is provided with a concave-convex structure.

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